Dumping coke-car.



No. 777,472. PATENTED DEC. 18, 1904. P. S. INGOLDSBY & J. R. BOWLING.

DUMPING COKE CAR.

APPLICATION FILED AUG 25, 1902.

3 SHEETS- SHEET L WHH m uunrun II ll- PATENTED DEC. 13, 1904.

SSHEBTS SHEET 2.

F. S. INGOLDSBY dz J. R. BOWLING.

DUMPING COKE OAR.

APPLICATION FILED AUG. 25, 1902,

no MODEL.

. 7 I Q? ILA w {W W H WE rm 6 I 4 wflw w A 1 c l @y K E r. 2 q A hwn 6 1 E v. WV W Mao amt/m, L 4 U 7G FII W 3 1 v em WW 0 z Ll; W /& x I f No. 777,472. PATENTED DEC. 13, 1904C. F. S. INGOLDSBY & J. R. BOWLING.

DUMPING- COKE CAR.

APPLIUATION FILED AUG. 25 1902.

N0 MODEL. 3 SHEETS-BEBET 3.

5 :r P l "I my 5 I 1- 1 L g x I I .15 i 1 i I M UNITED STATES Patented December 13, 190%.

PATENT OEEIcE.

FRANK S. IINGOLDSBY AND JOSEPH R. BOWLING, OF ST. LOUIS, MIS- SOURI, ASSIG-NORS TO THE INGOLDSBY AUTOMATIC OAR ()OhIPANY, OF ST. LOUIS, MISSOURI, A CORPORATION OF W EST VIRGINIA.

DUMPING COKE-CAR.

SPECIFICATION forming part of Letters Patent No. 777,472, dated December 13, 1904.

Application filed August 25, 1902. Serial No. 120,928. (No model.)

To all 1011,0177, it Tmt concern:

Be it known that we, FRANK S. INGOLDSBY and JOSEPH R. BOWLING, citizens of the United States, residing at St. Louis, in the State of Missouri, have invented a certain new and useful Improvement in Dumping Coke-Oars, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings.

The object of this invention is to provide a coke-car which while being very light shall be very strong and durable and shall be provided with an effective dumping arrangement,as well as with other features adding to the convenience and efliciency of the car. In its dumping features the car employs the principles of what is known as the Ingoldsby dump-car, illustrated in Patents Nos. 551,319, 613,279, and 632,650, granted to Frank S. Ingoldsby December 10, 1895, November 1, 1898, and September 5, 1899, respectively.

The type of car illustrated in the patents referred to may be described briefly as having in its preferable form inclined end floors, a central longitudinal beam, dumping-doors (between the central beam aud sides) hinged at the central beam and swinging downward to discharge the load, interlocking hooks carried by the sides of'the car and engaging with hooks projecting from the doors to hold the latter in place, a hand or power operated lever to move the hooks to disengage the doors, and suitable mechanism to elevate the doors after they are dropped.

The present invention is concerned with the general structure of the car, with the means for disengaging the raising mechanism of the dumping-floors, with the means for locking and unlocking the releasing-lever for the dumping-floors, and with the breaking joint in the releasingmechanism to allow only a portion of the doors on either side of the car to be dumped, if desired.

All these features will be hereinafter fully explained and will be summarized in their essential features in the claims.

The drawings clearly illustrate our invention, Figure 1 being a side elevation of a little for the dumping'lloors.

over half of the coke-car embodying the same. Fig. 2 is an end view of such car, a portion of which is broken away, she \vingthe parts therebehind in vertical section. Fig. 3 is a plan of the car. Fig. 4 is a vertical lrmgitudinal section of a portion of the car. Fig. 5 is a dctail in elevation showing the air-cylinder and its connection with the releasing mechanism Fig. 6 is a detail in plan of the breaking joint in the link of the releasing mechanism, and Fig. 7 is a cross-section of the same through the locking-pin.

Referring to the parts by letters, A represents the side of the car, which consists of a plate girder and a trussed superstructure. The girder is composed of a plate a, an upper angle-beam a, a lower angle-beam a", and re inforcing-strips 60". The girder carries the ordinary load and acts also as the lower chord of the side truss, which latter carries any overload. This side truss has an upper chord a, which is preferably an angle-beam, as shown, vertical posts a and obliques a. The vertical posts are olfset outward just above the bar a, as indicated in Fig. 1, to give the maximum carrying capacity to the car. On the outer side of these posts and extending for a little more than half-way up the side of the car from the top of the girder is a sheet-metal plate a and along the upper edge of this plate is an appropriate stiffening member-as, for example, the angle-bar a. These parts are all secured together by rivets, as readily understood.

Both the vertical posts a and the obliques a are preferably angle-bars. At their upper ends they have provided for them connecting plates at". The sheathing a being riveted to the uprights and obliques takes the place of counters. At the doorway there is of course no sheathing; but at this point we provide an extra platea above the door. As the throughgirder is designed to carry the ordinary load, the trusses simply have to provide for overload and the support of the superstructure, which they are amply able to accomplish.

The two sides of the car are held together across the top by suitable bars B, which may be of angle section. Those nearest the center of the car are provided with connecting-plates b for reinforcing their securement to the upper chord a of the sides. On top of these cross-bars we place an ordinary wooden running-board b for the trainmen. With the exception of this running-board and its supporting-bars the top of the car is open, wherefore it may be readily filled through the top, if desired.

At each end of the car are sloping end floors C, composed of sheet metal, braced by suitable stiffeningbars 0 and 0 riveted to them and flaring from the center outwardly, where they are secured by suitable connecting-plates c c and rivets to obliques (L3 of the car side. At the center of the end floor is the reinforcing-plate 0*, to which are riveted a pair of inclined post-braces 0", which are securely fastened at their lower ends to the draft-plates F.

The side girders extend beyond the inclined floors G to the ends of the car, where they are connected with the end sills 0 and by connect ing-plates 0 with diagonal braces 0, which braces are connected at their upper ends by plates 0 with the stifliening-bars 0 The plates o as shown in Fig. 7, are riveted to the depending flange of the cross-beam 0 which extends along the upper edge of the inclined floor and is secured to the cornerposts a of the car, to the stiffening-bars c and to the diagonal braces 0 From the upper edge of the side sheathing a of the car and from the upper edge of the end floors C we provide vertical slats, (designated a and 0 respectively) which are appropriately spaced so that they will retain the coke. These slats may be of angle-iron form, as shown, and are riveted to the upper chord and the upper edges of the side sheathing and end floors, respectively.

By the above-described construction not only is a very light and commodious car provided, but the metal is so placed as to make the car very rigid in operation.

Extending along the longitudinal center of the car is a truss-beam D. This beam is, as

shown, of the construction described and claimed in the application, Serial No. 51,656, of Frank S. Ingoldsby, filed March 18, 1901, for a dump-car. It includes a longitudinal sheet-metal top plate of an inverted V form, struts (Z beneath the same, cross-connected by braces d, bearing on their upper ends an upper chord (l and on their lower ends a lower chord (Z there being suitable obliques and counters d. This longitudinal beam is connected at each end with the bolsters E, to which are connected the draft-plates F. The beam thus carries the bufling and tugging strains through the car, as well as carrying its share of the load. Diagonal beams Gr run from the ends of the draft-beams F diagonally through the bolsters to the sides of the car,

as shown in the prior application of Ingoldsby referred to.

On the inner side of the car adjacent to the doorway are pivoted the lower doors P, formed, preferably, of sheet metal, with anglestrips p and riveted to them. This door when in vertical position abuts against the inner side of the corresponding posts (6 and makes a tight joint therewith, being held in place by the gravity-latches 1). When the door is turned down in a horizontal position, as it maybe, its inner edges rest upon the upper edge of the central beam and its upper surface is preferablyflush with the upper surface of the angle-bar (0. hen the door is in its lowered or horizontal position, it will be observed that the horizontal member of the angle-strip 79 reinforces the inner edge of the door and extends its bearing-surface on the inclined beam and that the downwardly-extended member of said strip forms a second bearing for the door on said beam. In this position this door P makes a very convenient platform forrolling wheelbarrows for loading all around the floor. After the lower part of the car is su'fficiently loaded in this manner the door is turned up into vertical position and held by the latches p and the filling is continued through the doorway above this door or through the top of the car.

Above the door P is the door Q, made of vertical slats. Vi hen the door Q, is in closed position, its lower end is swung into the doorway, and it is there held by bolts (1*, which take behind the posts (0 The two bolts are connected together by links q thus making a toggle, to the knuckle of which is connected the ring (1.

The details of the side doors which do not coact with the structure of the car-frame are described and claimed in our application, Serial No. 183,856, filed December 5, 1903, a division of this application.

As will be observed from an inspection of Figs. 2 and 3, the latches p are pivoted to the inwardly-projected flanges of the angle-bar posts (4 there being only suflicient clearance between such flanges and the hook portions of the latches to enable the upper edge of the door P to pass therebetween, thereby making a tight joint between such door and the posts. As will further appear from an inspection of the above figures, when the door P is in its vertical position and the latches p are in engagement therewith said latches are locked in place by means of the bolts 9*, carried by the upper door, said bolts extending over the latches p and back of the inwardly-projected flanges of the door-posts (6 By this construction the latches p are locked and the door P is retained in its vertical position. When the door P is in its lowered position, the hooks are held in a horizontal position by the pins 12 Pivoted to the edges of the longitudinal beam D are longitudinal dumping-floors H.

These have floor-beams it extending beyond the sides of the car, where they are provided with hooks which take into the corresponding hooks on levers J. These levers are connected by a suitable link J with an operating-lever J, wherefore the lovers J may be thrown to disengage the lloonbeams and allow the floors to drop. This is the construction shown in the prior patents referred to.

After the floors H have dropped, discharging the load, they may be returned to position by means of the toggle mechanism K, which has one member connected to the floorbeam it and the other member to a strut (Z of the central beam, and from the knuckle of these members is a flexible member winding around an operating-shaft K. Thus if this shaft is rotated the doors will be elevated. This much of the raising mechanism is shown in the prior application of lngoldsby referred to. To operate the shaft K, in the present instance we provide on this shaft a spur-gear it, meshing with the pinion A) on a shaft K, parallel with the shaft K. On this shaft K is a spur-gear k, which is connected, through a train of idle gears if k", with a pinion on an operatingshaft 7f. On this shaft is provided a crank if, whose rotation may thus rotate the shaft K to wind up the toggle mechanism. The usual ratchet and pawl 71: are provided for this raising mechanism.

In order to release the raising mechanism when the floors are about to be dropped, and thus prevent the rapidrotation of the crank it, which might cause injury, we carry the shaft K near its outer end in a box it", which is supported by a gravity-pawl 1;, having a weighted end 71: \Vhenever the lower end of this pawl is withdrawn from beneath the box in", that box and the end of the shaft K drop by gravity and the gear 7" passes out of mesh with the gear 7:. i/Vhen desired, these gears may be brought into reengagement by a downward pull on the end of the lever a, which is connected with the box 71 by the link c. The pawl /l:" is automatically withdrawn from the box 1: just before the floors H are dropped by the beveled head 10", which the lever J engages as it moves to release the doors and which is connected with the pawl 7 5 by the link a, rock-lever l1, and link Ir. The doors are released by the I'DOVQIIIGDl} of the lever J, which withdraws the hooks J from engagement with the floor-beams; but before the floors are free to drop the lever J has acted on the head 7; and disengaged the door-raising mechanism, as explained.

The lever J is locked against improper movement by the bar-lock L, which is loosely pivoted to a bracket 6, secured to the cornerpost a of the car. The lever J when in normal position occupies a recess in this bracket Z, and when it is in this position the bar-lock may be tipped upward on its loose pivot and then swung around above the latch projection Z, after which it is held to the bracket by a sealing-pin 6, through which the ordinary railroad-seal may be put. it is necessary to remove the seal before the pin can be removed, and the pin must be removed before the barlock can release the lever.

It is sometimes desirable to release the floors by compressed air, in which case there is provided a cylinder N, secured to the inner side of a lower side plate a of the car. This cylinder has a piston-rod '11, connected by an arm a with a roek-shaft to which the lever J is secured, wherefore the movement of the piston may operate this lever to draw the link J and release the doors. Surrounding the piston-rod it, however, is a tubular piston- -rod )2, to which the piston head is directly connected and which receives some movement before the red at is acted upon. This tubular piston-rod bears uponalevern, which is connected by a link nf with a pawl a, pivoted to the bracket l and connected at its upper end with the locking-pin Z". It has projecting upward from its lower portion a cam-surface, which is adapted to engage the under side of the bar-lock L. Thus when the piston begins to act the first movement is to withdraw the sealing-pin and raise the bar 4 lock through the action of the cam. This releases the lever J, whereupon the continued movement of the piston through the rod n operates to release the doors.

The hand-lever J for releasing the floors is bent upward at its end, so as to lie along the side of the vertical post a when the doors are locked. \Vhen depressed to release the doors, the end of the lever will come to about the end of the little platform 0 across the end of the car, and the main elbow of the hand-lever then projects down below the side of the car, wherefore the lever extends upward from this elbow diagonally in either direction. The

advantage of this construction is that if the car be shifted when the lever is down and any obstruction thereby hit the lever the lever will simply rise up and slide over it.

In order to allow the lever to release one floor on its side of the car without the other, we provide a breaking joint in the link J at the middle of the car. This breaking joint consists of a tubular member 7, secured at to one portion of the link, a tongue extending into the link and secured to the other portion, and a spring-pin 7' adapted to connect the two members. If the pin 1" is in place, the link J will be operated as a unit. If the pin is removed, only the portion of the link between it and the lever f will be operated. The tongue j extends into the tubular member far enough so that the independent movement of the portions of the link will not absolutely disengage these mem- VVhen the pin f is removed from the bers.

TIO

telescoping joint, it is placed in alined holes in a bracket and the idle portion of the link J thus locking the latter in place.

Having described our invention, we claim- 1. In a coke-car, sides having trusses comprising upper and lower chords, a metal sheathing secured to the lower portion of said side trusses, and slats completing the sides above the sheathing. I

2. In a coke-car, the combination with side trusses consisting of upper and lower chords, of an angle-beam extending longitudinally of the side intermediate ofthe upper and lower chords, a metal sheathing riveted to the lower chord and to the angle-beam, and slats extending above the sheathing and riveted thereto and to the upper chord.

3. In a coke-car, the combination with side trusses consisting of upper and lower chords and posts, of a metal sheathing riveted to the posts and lower chord, and vertical slats above the sheathing riveted to the sheathing and to the upper chord.

4. In a dumping coke-car, the combination of inclined ends, side trusses reaching to the full height of the sides, a metal sheathing extending part way up the sides and secured to said trusses and to the end floors, and slats continuing the sides from the top of the sheathing to the top chord of the side trusses.

5. In a dumping coke-car, the combination of inclined end floors and side trusses, a metal sheathing extending part way up the sides, slats completing the sides above the sheathing, and slats at the end of the car above the upper end of the end floor.

6. In a coke-car which has an open top, the combination of trussed sides and cross-bars extending across the car to the top of said sides,

and a running-board supported by said bars.

7. In a cokecar, the combination of side trusses reaching to the full height of the sides of the car, a metal sheathing for the lower portion of such sides, and slats for the upper portion thereof, cross-bars extending across the car at the top and connected with the upper chords of the side trusses.

8. In a dump-car the combination, with trussed car sides, of the inclined end floor, stiifeners beneath said end floor flaring outwardly from the center thereof and connected with the side trusses.

9. In a dump-car, the combination, with car sides, of an inclined end floor, and stiifeners beneath said end floor flaring outwardly from the central portion thereof and connected with the sides, and diagonal post-braces extending from the end of the car and connected with said stiffeners.

10. In a dump-car, the combination, with the car sides of an inclined metal end floor, stiifeners connected with the sides and riveted to the under side of the end floor and flaring outwardly from the center, and diagonal postbraces extending from the end of the car and connected with said stiifeners adjacent to the longitudinal central plane of the car.

11. In a dump-car, the combination, with trussed sides having obliques, of an inclined end floor, and of central draft-plates, stifleners connected with the obliques and secured to the under side of the floor and flaring outwardly from the center thereof, and braces extending from the central draft-plates to the stiffeners and connected thereto.

12. In a dump-car, the combination, with the sides, of an inclined end floor, central stiff- I ening-bars extending to the top of said floor, stifl'eners extending transversely of the floor, connected to the floor and flaring outwardly from the center thereof, post-braces extending from the end of the car, and plates connecting said braces with the stifieners.

13. In a dump-car, the combination of corner-posts, of an inclined end floor, central stiffening-bars extending to the upper portion of said floor, a cross-beam at the upperend of said floor secured to said stiffening-bars and to the corner-posts, the end of the car being provided with avertical slatted portion above said cross-beam.

14. A dump-car, having side girders, corner-posts, and an inclined end floor, central stifiening-bars extending to the top of said floor, a cross-beam extending across the upper portion of said floor and secured to said corner-posts, and diagonal braces connected to the side girders and to the stifiening-bars, the end of the car being provided with a vertical slatted portion above said cross-beam.

15. A dump-car having side girders, corner-posts, and an inclined end floor, central stiffening-bars extending to the top of said floor, a cross-beam extending across the upper portion of said floor and riveted thereto and to the corner-posts, diagonal braces secured to the side girders and extending therefrom to the upper portion of the stiffeningbars and terminating thereat, and plates secured to the cross-beam and to the upper ends of the stiffening-bars and diagonal braces.

16. A trussed car side having at the lower portion thereof a plate-girder, a doorway in said side, diagonals forming part of the side trussing and extending from said plate-girder to the upper portion of said doorway and having their ends separated by at least the width of the doorway, and a strengthening-plate, additional to the'upper chord of the side and secured to it, bridging the space between the upper portions of said diagonals.

17. The combination with the trussed car side having adoorway, aplate above said doorway, a trackway riveted to said plate, a slidable door carried by said trackway and adapted to swing into the doorway at its lower edge, bolts carried by said door near its opposite ends and adapted to latch behind the edges of the doorway, and means for operating said bolts.

18. In a dump-car, the combination of an inverted-V-shaped central beam, of the car side having a doorway, of a sheetanetal door inside of the doorway and extending across the same and adapted to form a snug joint therewith, said door being adapted to turn down to a substantially horizontal position with its free edge resting on the central beam to make an inside platform for the loading.

19. In a dump-car, the combination of an inverted central beam, of the car side having adoorway, of a sheet-metal door inside of the doorway extending across the same and adapted to form a snug joint therewith, said door having an angle-strip extending along its free edge and being adapted to turn down to a substantially horizontal position with its free edge and the projecting member of said. angle-stri1') resting on said beam.

20. In a car having trussed sides and adoor way, the combination of a door pivoted at the base of the doorway on a horizontal pivot and adapted to close the lower portion of the doorway or be turned down to make a horizontal platform, there being an angle-bar on the outer side of the car forming a portion of the lower chord of the side truss, the top of'said angle-bar being substantially flush with the top of the door when turned down into a horizontal position.

21. In a dump-car,the combination of dumping-floors having floor-beams, hooks for engaging said beams, a lever connected with said hooks for operating them, said lever be ing bent to form an elbow whereby the upper end of the lever, when the floors are locked. is substantially vertical, while when the floors are unlocked the lever inclines upward in both directions from said elbow.

22. In a dump-car, the combination of a lever for disengaging the dumping-floors, a barlock for said lever, a seal-pin for said lock, and mechanism for automatically withdrawing the seal-pin from engaging the bar-lock and automatically withdrawing the bar-lock from engaging the lever.

23. In a dump-car, the combination of a lever for releasing the floors, a bracket carried by the car, a bar-lock carried by the bracket for locking the lever, a seal-pin for locking the bar-lock, a cam pivoted to the bracket for Withdrawing the seal-pin and releasing the bar-lock, an air-operating device for throwing the lever, and mechanism whereby the first movement of said air device operates said cam.

24:. In a dump-car, the combination of dumping-floors, a rotatable shaft, and connecting mechanism arranged to raise the same, a crank and a train of gearing connecting said crank with said shaft, said gearing including an intermediate shaft, one end of which is movably supported, a gravity-pawl operating to retain said movable end, mechanism for releasing said pawl, and mechanism for raising the intermodiate shaft after such release, until the gravity-pawl automatically passes into position to support it.

25. In a dumpcar,the combination of dumping-floors, a rotatable shaft connected to raise the same, an intermediate shaft geared with said rotatable shaft, a box in which said intermediate shaft is journaled, a weighted pawl adapted to engage said box and hold it ele vated, a push-bar connected with said pawl to withdraw it from the box when the bar is pushed, a lever connected with said intermediate shaft to raise it when released, an operating-crank, and gearing connecting it with the intermediate shaft.

26. In a dump-car. the combination of d umping-floors, levers for engaging the same, a link for operating the levers, said link being made in two parts and connected together by a telescoping joint, and a pin adapted to connect the two members of the telescoping joint.

27. A car having trussed sides comprising an upper and a lower chord, posts connecting said chords, said posts being offset outwardly between the two chords to increase the capacity of the car. a

28. A car havinga girder side for carrying the load and a trussed superstructure for carrying the overload.

29. In a car, in combination, aplate-girder forming the lower portion of the side, and a side truss extending above the girder, the girder forming the lower chord of the truss.

30. In a car, a plate-girder extending along the side of the car and a truss Sui-mounting the girder and having its posts secured to the side thereof.

31. In a car, a plate-girder extending along the side of the car and a truss surmounting the girder and having its posts secured to the inner side of the girder and offset outwardly above the girder.

32. In a car, in combination, a plate-girder forming the lower portion of the side, a side truss extending above the girder, the girder forming the lower chord of the truss, and a floor at substantially the level of the lower .portion of the girder.

In testimony whereof we hereunto affix our 

